Two-cylinder and multicylinder internal-combustion engine.



F. A. NILSSUN.

TWO CYLINDER AND MULTICYLINDER INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JAN. 26. 1911.

1,283,270. Patented Oct. 29, 1918.

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UNITED STATES PATENT cur os;

rnxcrz annnn'irn'rnsson, or JoNKoPmo, swnnnn, assmnon 'ro JOHN ous'ru' SANDWALL, or Jonxormo, SWEDEN.

TWO-CY LINDIElR AND MULTICYLINDER INTERNAL-COMBUSTION ENGINE.

Application filed January 28, 1917.

To all whom it may concern Specification of Letters Patent.

Be it known that I, Fnrrz ALBERT Nns- SON, a subject of the King of Sweden, residing at Jonkiiping, in the Kingdom of Sweden, have invented a new and useful Improvement in Two-Cylinder and Multicylinder Internal-Combustion Engines, of which the followin is a specification.

In two-cylinder and other multi-cylinder internal combustion engines it has hereto fore been customary to use one ignition chamber for each 0 linder. For each cylinder the ignition c amber has been a separate part, and arranged in about the same manner as in one-cylinder engines. It is obvious that with such an arrangement each ignition chamber requires similar attention and inspection as the ignition chamber of a single cylinder engine. In other words, it is necessary to provide one heating lamp for each ignition chamber. It is further necessary to regulate very carefully the supply of fuel and air to each cylinder in order that the temperature of the ignition chambers thereof will not become too high or too low. If, as is often the case for instance in a twocylinder engine, one of the ignition chambers has a tendency to remain comparatively cold, the effect of this cylinder decreases on account of inferior gasification of the fuel, and it may fail to ignite entirely. The other cylinder will then have to do the wliole work. which causes the engine to slow down and its etiiciency to decrease. Figulatively speaking, it may be said that as regards the temperature there is an unstable equilibrium between the two ignition chambers, in th arrangen'ient hitherto used.

The present. invention relates to im orrangement for automatically e'qilalizing the difference caused for any reason, in the temperature of the ignition chambers of two adjacent cylinders. This equalization of the heat is attained, according to the invention, by the ignition chambers, being cast, or in any other manner produced in one piece, or otherwise, connected so that there may be a transmissi n of heat between the same.

()nereinbodiment or the invention is 'llustrated in the accompanying drawing. igure 1 shows a section through the cylinders and the ignition chambers of a two-cylinder engine constructed according to the present Patented Oct. 29, 1918.

Serial No. 144.636.

tion on the line 0-2) in Fi 1, throu h the .5!

common double ignition c amber. ig. 3 illustrates an embodiment of the invention in which the two ignition chambers are cast separately, their inner ends being adapted to abut one against the other whereby the desired transmission of heat is attained.

Referring to Fig. 1, 1 and 2 are the two cylinders having combustion chambers 3 and 4. 5 denotes the double ignition chamber cast in one piece. In the instance shown, it is of tubular shape and provided with enlargements 6 and 7 at both ends and with a partition 8 at the middle. In order to obtain a convenient injection of the fuel the fastening flanges 13 and 14: of the ignition chamber are inclined in opposite directions relatively to the geometrical axes of the cylinders.

The manner of operation is as follows: If for some reason or other, one of the c linders, for instance the cylinder 1, obtains 'more powerful ignitions, and thus the pordiation of heat from t e same can only take filace slowly and further because it receives eat from both combustion chambers, the heating 1am need not burn when the motor is running ight. The holes 9 are intended for the circulation of air for cooling the artition 8 in case it should become too hot. i 11 case astill better coolin is desired, annular ribs 15 may be provi ed on the ignition chamber casting.

As regards the shape of the ignition chamber castm and the arrangement of the ribs man mo ifications may be conceived. Longitu inal ribs may for instance be provided with the intention of directin the flame o the heating lamp toward bot ends of the ignition chamber.

In four-c linder, six-cylinder, and other multi-cylin er engines it is preferable to provide a double ignition chamber for each pair of cylinders. The possibility of providing a common i nition chamber extending along all cyliin ers is, however, not ex cluded.

I claim:

1. In a mnlti-cylinder internal combustion engine, an ignition chamber for each cylinder, said ignition chambers being cast n groups of at least two, a partition in said casting separating said chambers and provided with channels opening on the outslde of said casting, said ignition chambers being of substantially tubular shape with their narrowest art at the partition and widening tOWaIK their outer ends.

2. In a Inulti-cylinder internal combustion engine, an ignition chamber for each cylinder, said ignition chambers being cast in groups of at least two, a partition in said casting separating said chambers and provided \vithrlianuels opening on the outside -of said casting, said ignition chambers being of substantially tubular shape with their narrowest part at the partition and widening toward their outer ends, and ribs on the outside of said casting near said partition.

FRITZ ALBERT NILSS( )N 

